Chapter 7: Aviation Trends and Technologies 7-1
Chapter Seven: Aviation Trends and New Technologies
The aviation industry plays an important role
in the state of Iowa and the nation. In recent
years, the aviation industry has experienced
some volatility related to the cost of aircraft
operation as well as changes in aircraft types
and navigational options. The trends and
technologies associated with the aviation
industry are summarized in this chapter to
provide some insight into topics that may
affect aviation in Iowa. These topics are organized in the following order:
• Aircraft Trends
• NextGen and FAA Database Changes
• Aviation System Users
• Sustainability and Technologies
• Biofuels
7.1 Aircraft Trends The following highlights specific aircraft trends and technologies that are expected to
impact the Iowa aviation system over the next twenty years. These include the use of
light sport aircraft (LSA), very light jets (VLJs), and unmanned aerial vehicles (UAVs).
7.1.a Light Sport Aircraft and Sport Pilot Certificates
Light sport aircraft (LSA) is a recently created classification targeted towards recreational
flyers. These aircraft are designed to reduce the costs associated with maintaining and
operating a traditional recreational airplane, which in turn has the potential to benefit
recreational aviation in Iowa. In July 2004, the Federal Aviation Administration (FAA)
issued the light sport aircraft/sport pilot (LSA/SP) rule that opened the door for growth in
the general aviation market. The FAA defines light sport aircraft as having a maximum
gross takeoff weight of not more than 1,320 pounds, a maximum airspeed of 120 knots in
level flight at maximum continuous power, a maximum stall speed of 45 knots, no more
than two seats, and a single reciprocating engine. Simply stated, LSA are small, easy to
operate, low performance aircraft.
The FAA recognized the design potential of these smaller aircraft, which lead to the
issuance of the LSA/SP rule. The rule eliminated gaps in previous regulation, increased
Chapter 7: Aviation Trends and Technologies 7-2
the safety level of these aircraft, and initiated new and innovative aircraft designs.
Complex FAA testing has been replaced by streamlined industry standards, which has
encouraged design innovation and cost competition among manufacturers and has
lowered aircraft costs and pilot certification expenses. The cost of light sport aircraft
range from $40,000 up to $140,000, whereas the cost of a fixed-wing aircraft typically
starts around $170,000.
Numerous aircraft can be certified as light sport aircraft as long as they fall within the
weight specifications and other guidelines defined by the FAA. Such aircraft include
powered and glider airplanes, gyroplanes, powered parachutes, weight-shift control
trikes, free balloons, and airships. Figure 7-1 illustrates two examples of light sport
aircraft models. In addition, a number of designers and manufacturers of experimental
aircraft kits are developing models that will be compliant with light sport aircraft rules,
creating an even larger pool for sport pilots.
Figure 7-1: Examples of Light Sport Aircraft Models
Aeronca L-3 Cessna Skycatcher
Source: Office of Aviation Source: Cessna Aircraft Company
Coupled with the development of these aircraft types is a new license class with less
stringent requirements that allows for more recreational pilots to obtain training to operate
these aircraft. A sport pilot certificate is required in order to operate any certified light
sport aircraft and can be obtained with 20 hours of successful training. An FAA medical
certificate is not required for a sport pilot applicant, as compared to a traditional pilot’s
license, which lessens the certification costs significantly. A sport pilot certification
permits day time operation and one passenger, which makes general aviation accessible
to the personal flyer and fulfills the needs of a large segment of recreational flyers.
Chapter 7: Aviation Trends and Technologies 7-3
Since the inception of the FAA LSA/SP rule in July 2004, the demand for light sport
aircraft has experienced steady growth, as shown in Figure 7-2. The FAA projected a
total of 7,711 active sport aircraft in 2010 and an annual average growth rate of
approximately 5.6 percent (5.6%) nationally until 2020, or an additional 5,600 active sport
aircraft for a total of 13,311 by 2020. The FAA forecasts suggest the average annual
growth rate will decrease to approximately 2.1 percent (2.1%) from 2020 until 2030,
resulting in a total of 16,311 active sport aircraft in 2030.
Figure 7-2: FAA Forecast for Active Sport Aircraft from 2010 to 2030
Source: http://www.faa.gov/data_research/aviation/aerospace_forecasts/2010-2030/
Growth forecasted in this segment of general aviation has the potential to increase
aviation activity levels throughout the state. This more affordable option to earn a pilot’s
license is expected to increase the number of registered pilots both across the U.S. and
in Iowa. As forecasted by the FAA as part of the 2010-2030 aerospace forecasts, the
number of active sport pilots is projected to grow at an annual average rate of 7.2 percent
(7.2%) from 4,060 pilots in 2010 to 14,100 pilots in 2030. This projected increase is a
reversal of the growth rate experienced between 2007 and 2010 when the number of
pilots nationally decreased by more than 2,000. Accommodating the needs of this
segment of the aviation market will be crucial for the future success of the state’s aviation
system. New development by airports may be necessary to successfully meet increased
demand such as runway/taxiway improvements and new hangar construction.
Opportunities also exist for airports to increase revenue through additional flight
instruction programs, aircraft fueling options, and repair/maintenance services.
Additional investments made by airports into facilities and services as a result of
increased LSA activity will contribute to an Iowa aviation system that is more capable of
meeting the demands of its users.
Chapter 7: Aviation Trends and Technologies 7-4
7.1.b Very Light Jets
Very light jets (VLJs) are light weight, jet
aircraft with a maximum certified takeoff weight
of less than 10,000 pounds. VLJs are operated
by a single pilot in a glass cockpit using
advanced flight management systems that
allow the pilot to operate safely in all weather
conditions. VLJs typically carry four to eight
passengers and travel a relatively short
distance at speeds between 250 and 350
knots. In 2006, the FAA certified the first VLJ
to fly in the National Airspace System (NAS).
Prior to 2008, forecasting for VLJs indicated exponential growth with several thousand
aircraft anticipated to enter the NAS in the next two decades, according to the Aircraft
Owners and Pilots Association (AOPA). Unfortunately, with the recent economic
downturn, two major manufacturers of VLJs entered bankruptcy proceedings in 2008 due
to lack of funding, which consequently dampened projection expectations. In 2009, the
FAA revised the VLJs forecast to reflect an increase of 200 per year until 2012 and a rate
of 300 per subsequent year over the planning period.
VLJs are designed to have lower operating costs and shorter runway requirements than
larger business jets, allowing them to operate at an increased number of airports across
the country while avoiding larger, more congested airports that offer commercial service.
VLJs can provide business users with on-demand service and the opportunity to visit a
number of destinations and various clients in a short amount of time.
Forecasted growth in the number of active VLJs has the potential to increase the type
and level of operations found at airports throughout Iowa. Iowa’s central geographic
location in the continental United States positions it favorably to support the operations of
VLJs that may traverse the country. Aircraft traveling from coast to coast may require a
stop at an Iowa airport for refueling, repair/maintenance, or if they are unable to reach
their intended destination as a result of weather or air traffic control delay. A network of
airports with adequate infrastructure and services to accommodate the demands of this
rising segment of aviation will be important in order for Iowa to accommodate this
segment of aviation throughout the planning period.
7.1.c Unmanned Aerial Vehicles Unmanned Aerial Vehicles (UAVs) are becoming a larger player in the aviation industry
with civilian uses increasing. UAVs, as the name implies, are aircraft that are operated
remotely. UAV technology has been significantly researched and advanced by the
Chapter 7: Aviation Trends and Technologies 7-5
military since the early 1960s. Initial UAVs were generally used by the military for
surveillance purposes with combat value realized in the 1970s during the Vietnam War.
In addition to military applications, UAVs
can perform a wide variety of tasks in
civilian environments including remote
sensing, transport, scientific research, and
search and rescue operations. UAVs can
be fitted with various sensors, cameras,
and instruments to capture scientific or
research data. The aircraft can also be
used to transport cargo, such as medicine
or food, to locations that cannot be reached by land after a catastrophic event. Local and
state agencies can use UAVs to monitor engineering sites, waterways, pipelines, high
crime areas, crowded settings, traffic and security situations, pollution levels, forest fire
movement and crop surveillance, among many other applications.
Future applications of UAVs are limitless; however, the FAA must address how such
vehicles fit into the national airspace. The FAA developed the Unmanned Aircraft
Systems (UAS) Office to “review proposed applications and ensure that approvals to fly
unmanned aircraft, regardless of size, do not compromise the high level of safety for
other aviation, the public, and property on the ground.” The ability of an UAV to identify
and avoid manned aircraft is critical to their successful deployment in national airspace.
Current FAA policies prevent a number of UVAs from flying in national airspace because
regulations have yet to be written for such aircraft.
Until more defined policies, procedures, uses, and federal regulations are established,
the impact UAVs will have on aviation in Iowa is unknown. Given the increased interest
in utilizing these aircraft for civilian purposes, it is anticipated that UAV use may become
more prevalent. The ability of these aircraft to stay aloft for several hours at a time has
practicality for surveillance uses such as law enforcement and monitoring the progress of
crop growth or in evaluating areas affected by natural disasters, decreasing the response
times of emergency crews. Surveillance and cargo delivery capabilities of these aircraft
could provide a more cost-effective aerial assistance option for agencies responding to
these types of events as well. Agricultural spraying could also benefit as a result of lower
operational costs and elimination of the human element, which in turn will increase
safety, efficiency, and the effectiveness of the product application. Monitoring advances
in UAV technology and accommodating their use accordingly will permit the system to
integrate this segment of aviation.
Chapter 7: Aviation Trends and Technologies 7-6
7.2 NextGen and FAA Database Changes
NextGen is the transformation of the NAS from a ground based system of air traffic
control to a satellite based system of traffic management. The evolution of the system is
important to meet future user demand and to avoid gridlock both in the air and on the
ground at airports. NextGen will support continued growth and increased safety of
aircraft operations while reducing the environmental impact of aviation operations.
Several technologies will support the NextGen system including the Global Positioning
System (GPS) and advances in weather forecasting, data networking, and digital
communications. New procedures will take effect with the implementation of NextGen,
including the shift of some decision making responsibility from the ground to the cockpit.
When NextGen becomes fully developed, the system will allow a larger number of aircraft
to safely fly closer together on more direct routes, resulting in reduced delays and
unprecedented benefits for both the economy and the environment through reduced
carbon emissions and fuel consumption.
7.2.a Automatic Dependent Surveillance – Broadcast (ADS-B) Route frequency has increased in the U.S. in recent years, which leads to more
congested airports. The increase in flights has corresponded with an increase in aircraft
accidents and “close calls.” New technology in the aviation industry as part of NextGen,
including Automatic Dependent Surveillance – Broadcast (ADS-B), may play a critical
role in both the national navigation system and the navigation system within Iowa.
ADS-B is a technology that allows pilots in the cockpit and air traffic controllers on the
ground to track aircraft traffic with more accuracy than other systems, specifically radar.
ADS-B relies on the Global Navigation Satellite System to determine an aircraft’s precise
location. The position data is combined with other information such as aircraft type,
speed, altitude, and flight number. The information is converted into a digital message
and broadcasted via a radio transmitter.
There are two components to the system. The first is a transponder located on an
aircraft that emits a continuous signal. The second is a ground based transceiver that
gathers location information and projects it onto a vehicle tracking/surface moving map
used by pilots and air traffic controllers.
There are several advantages to using the ADS-B technology:
• ADS-B improves safety by giving pilots and controllers reliable, accurate, real-
time information about aviation traffic. ADS-B can report aircraft positions to an
accuracy of 25 feet, compared to a range of a quarter to a half mile for radar.
Chapter 7: Aviation Trends and Technologies 7-7
• Because the system has an effective range of 100-200 miles, ADS-B provides a
greater margin to implement conflict detection and resolution.
• ADS-B can signal while an aircraft is grounded. This provides safer, more
efficient taxi operations and results in greater airport capacity.
• The system has proven to be successful with regards to safety and was first used
in Alaska where accidents declined after implementation.
• As part of its NextGen system, the FAA has requested $564 million each year
through 2013 for ADS-B infrastructure development, demonstration, and
implementation.
Some disadvantages to using ADS-B technology include the following:
• General aviation (GA) operations will be linked to the Universal Access
Transceiver while commercial operations will link with the 1090 MHz squitter.
These frequencies are incompatible, which means, to date, the vehicle
tracking/surface moving map may not depict aircraft at both frequencies.
• The targeted implementation date for onboard avionic transponders equipage is
2014 for commercial aircraft and 2020 for all aircraft. Aircraft owners would be
expected to install the required equipment to comply with these dates. Funding
sources to help pay for the additional required equipment has not been identified.
The 1090 MHz frequency for commercial operations has been used in Europe.
Based on experience with the same frequency, some officials in Europe predict
system overload in the early 2010s. Despite greater space across the U.S.,
some officials remain skeptical.
7.2.b Airports Geographic Information System (Airports GIS) Program and
Electronic Airport Layout Plans (eALPs)
In response to Executive Order 12906, the FAA implemented the Airports Geographic
Information System (Airports GIS) Program in 2010 which is aimed at creating standard
formats for the collection and input of aviation data. The standardization and
centralization of data into a shared electronic environment is expected to improve the
FAA’s overall operational efficiency and provide enhanced access to data for analysis
and decision making. Furthermore, it is expected to enhance communication and
collaboration between the FAA and airport sponsors on airport planning and development
projects, support NextGen initiatives, and streamline data sharing among agencies within
the industry.
The FAA is working with the Air Traffic Organization (ATO), Office of Aviation Safety
(AVS), and the Airport Obstructions Standards Committee (AOSC) to refine Aeronautical
Survey standards and the Airports GIS requirements. The Airports GIS is a single, web-
based information repository for survey data, which is managed jointly by the FAA and
the airport sponsor.
Chapter 7: Aviation Trends and Technologies 7-8
There is an immediate need for enhanced aviation data collection, quality
assurance, and information sharing practices. Through the establishment of a
standardized methodology to capture survey data for submission into Airports GIS and to
validate the information for use on multiple projects, the system introduces a centralized,
web-based data source meeting standards capable of supporting the needs of both the
FAA and airport sponsors. This system will be used for the development of electronic
Airport Layout Plans (eALPs) and will serve as a platform to enable data sharing for both
the planning and engineering required by NextGen.
Airport Layout Plans (ALPs) serve as planning documents that typically identify existing
infrastructure and also show future development planned for an airport facility. ALPs are
mandatory for every public use airport within the NPIAS and it is recommended that they
be kept current to facilitate their use as a guideline document for development.
Traditionally, ALPs have been created using electronic drafting programs such as
AutoCAD and have been stored in hard copy formats. With the implementation of the
Airports GIS system, the FAA is in the process of integrating the ALP process into the
GIS system so that users will be able to view, evaluate, format, print, and grant access to
airport data located within the GIS database, as well as import and export data from
external resources.
The FAA initiated a pilot program to test the AGIS/eALP process and its integration into
the Airports GIS system in FY 2009. The end result will be a standardized GIS
presentation of the ALP drawing set, a query driven airport database, and an active
archiving of previous ALP data sets. Ultimately, this program will set a new national
standard for the development, review, and approval coordination of official ALPs.
7.3 Aviation System Users
Understanding trends associated with users of the Iowa aviation system helps airports
better understand, prepare, and accommodate future demands. Utilizing forecasts,
existing trends, and advances in technology, the following sections present the influence
these user groups are anticipated to have on aviation in the state throughout the planning
period.
7.3.a General Aviation
The general aviation sector has taken a significant hit during recent years as a result of
economic uncertainty. According to the General Aviation Manufacturers Association
(GAMA), U.S. manufacturers of GA aircraft delivered 1,587 aircraft in 2009, which was
48.5 percent (48.5%) less than in 2008. This translates into a second consecutive year of
decline in shipments that was preceded by four years of sustained growth. In 2009,
turbine aircraft, including turbojets and turboprops, were down 46.2 percent (46.2%) and
Chapter 7: Aviation Trends and Technologies 7-9
19.2 percent (19.2%), respectively; piston deliveries declined 55.1 percent (55.1%);
single-engine deliveries were down 54.6 percent (54.6%); and the multi-engine category
was down by 64.8 percent (64.8%). Billings in 2009 totaled $9.1 billion, down 32.1
percent (32.1%) compared with 2008 and represented the first reported decline since
2003.
Between 2000 and 2009, the number of local and itinerant GA operations at airports
nationally measured by the FAA Terminal Area Forecast (TAF) declined at a Compound
Annual Growth Rate (CAGR) of 1.84 percent (-1.84%) from 87,201,036 to 73,807,196.
At the same time, Iowa experienced a CAGR of 1.20 percent (1.20%) from 718,315 to
799,545 annual operations, as shown in Table 7-1. The national declining trend is
attributed to several factors, primarily the increasing cost of owning and operating an
aircraft and the fluctuations in the economy over the decade. Overall, the increase in GA
operations in the state can be attributed to increasing agriculture related operations over
the same time period. Also, significant changes made in 2008 to the TAF air activity
recording procedure account for the increase in operations reported in Iowa that year.
Table 7-1: Historical General Aviation Operations Based upon FAA TAF Figures
Year Iowa GA Operations Total US GA Operations
2000 718,315 87,201,036
2001 687,676 86,017,963
2002 692,991 85,878,003
2003 689,022 83,551,373
2004 685,774 82,791,153
2005 692,186 81,243,153
2006 684,251 80,265,789
2007 670,814 80,437,920
2008 841,7651 77,915,418
2009 799,545 73,807,196
CAGR (2000-2009) 1.20% -1.84% Note: CAGR = Compounded Annual Growth Rate 1 = Increase attributed to changes in TAF air activity recording procedure Source: FAA Terminal Aerospace Forecasts 2010-2030 (TAF)
The 2010-2030 FAA TAF projects the number of total general aviation operations will
increase from 73,807,196 in 2009 to 82,210,123 in 2030, resulting in a CAGR of 0.51
percent (0.51%) as presented in Table 7-2. If operations in Iowa experience a similar
growth rate, GA operations could increase at airports included in the TAF to 889,687
annually by 2030.
Chapter 7: Aviation Trends and Technologies 7-10
Table 7-2: General Aviation Operations Forecasts Based on TAF Figures
Year Total US GA Operations Total Iowa GA Operations
2009 73,807,196 799,545
2015 73,547,397 824,325
2020 76,218,243 845,560
2025 79,090,435 867,343
2030 82,210,123 889,687
Annual Avg. Growth 09-30 0.51% 0.50% Source: FAA Terminal Aerospace Forecasts 2010-2030
The projected increase in overall GA operations has many benefits for aviation in Iowa.
Increased profits for aviation related businesses such as flight schools, fixed base
operators (FBOs), and fueling services will result from additional GA activity. As general
aviation is found at all airports throughout the state, growth in this segment will benefit the
entire aviation system. Airports in Iowa will need to be prepared to support increased
activity through infrastructure and service investments.
Business Aviation – An important sector of
general aviation is the business aviation market.
Despite recent economic instability and a
decrease in demand for leisure travel, business
aviation is becoming increasingly important.
One of the distinct advantages of business
aviation is the efficiency and convenience
gained from point to point travel. Access gained through this method of aviation opens
up nearly 5,300 airports across the U.S. for businesses to transport people, goods, and
services as compared to the fewer than 600 airports that provide commercial airline
service.
The FAA expects steady growth in the business aviation sector fueled by these and other
factors:
• Economic recovery and improvement of corporate profits.
• Reduction in the frequency of commercial flights to increase passenger load
levels.
• Greater capability and improved efficiency of newer aircraft models.
• The ability to land business aircraft at airports without commercial airline service.
• Travel without the increasingly rigorous security screening of commercial service.
• Stabilization of fuel prices.
Air taxi operations, also known as air charters, provide on-demand aviation services most
often utilized by businesses. The concept of providing a direct flight on a moment’s
notice to transport people, goods, and services most conveniently suits businesses that
Chapter 7: Aviation Trends and Technologies 7-11
depend on the just-in-time inventory strategy. Information collected by the FAA on air
taxi operations enables the level of business aviation activity to be measured. According
to the FAA TAF, between 2000 and 2009, the number of recorded itinerant air taxi
operations (GA operations not considered local) in Iowa decreased from 124,061 to
95,212.
Although business operations have declined in Iowa, as well as the nation as a whole,
demand for corporate aircraft has grown over the past several years. New product
offerings, the introduction of VLJs, and increasing foreign demand have helped drive this
growth. Despite the hard economic impact felt as a result of the recession that began in
2008, the FAA expects robust business aviation use in the long term and predicts that
this segment of the industry will expand at a faster pace than personal or recreational
aircraft use. As illustrated in the projections of the general aviation aircraft fleet in Table
7-3, jet aircraft are projected to see the most significant growth over the next 30 years.
Iowa is expected to experience similar growth.
Table 7-3: Total U.S. General Aviation Fleet Projections
Year Single Engine Multi Engine Turbo Prop Jet Total US GA
Fleet
2009 144,745 17,351 9,010 11,418 229,149
2015 141,955 16,520 9,799 14,466 239,522
2020 142,052 15,815 10,516 17,925 249,440
2025 145,323 15,176 11,259 22,069 262,772
2030 150,646 14,176 12,023 27,035 278,723
AAG 09-30 0.2% -0.8% 1.4% 4.2% 0.9% Note: AAG = Annual Average Growth Source: FAA Aerospace Forecast Fiscal Years 2010-2030
Business aviation is an important segment of the industry that serves as a catalyst,
helping to drive the state’s economy. Accommodating the demands of business aviation
users will be necessary to help grow and strengthen Iowa’s economy through business
retention and recruitment. As the use of jets is projected to increase, some airports may
be required to improve infrastructure through investments such as lengthening runways
and improving the conditions and sizes of aprons to accommodate these aircraft.
Improvements to services such as fueling availability and overnight covered storage
options may also be necessary to adequately meet business user demands.
Agricultural Spraying Operations – Crop production is a multi-billion dollar industry
within Iowa, which is supported by agricultural spraying operations. It is estimated that
86 percent (86%) of the publicly owned GA airports within the state support agricultural
spraying activities. Approximately four million acres of land within Iowa are treated by
aerial application each year. The use of airports in Iowa by agricultural sprayers boosts
agricultural productivity and is estimated to increase the value of crops grown in the state
Chapter 7: Aviation Trends and Technologies 7-12
by over $200 million annually. Therefore, it is important that airports across the state
continue to serve these types of operations which are forecasted to increase over time.
7.3.b Commercial Aviation
Commercial airlines provide commercial service air transportation for the traveling public
on a set schedule. Federal regulations define operating procedures, safety standards,
and licensing requirements that must be met by both airlines and airports for this type of
operation. In Iowa, commercial airlines are a small but important segment of the overall
system, as operations are conducted at only eight airports across the state.
A trend in commercial aviation that impacts aviation in Iowa is the increasing use of
regional jet aircraft. As a substitution for mainline narrow-bodied jets, 50-seat regional
jets, and 30-50 seat turboprop aircraft, 70 to 90-seat regional jets are anticipated to
increasingly serve commercial airports in Iowa. This level of usage may require
infrastructure improvements to support these types of aircraft and retain commercial
airline operations. Runway length, retention of service funded by the Essential Air
Service (EAS) program, and improvements to boarding gates and jet bridges are just a
few of the issues commercial airports in Iowa will be faced with throughout the planning
period to support these aircraft types.
In addition to changing aircraft types, several other trends in commercial aviation are
impacting users and operations. One such trend is the use of web-based applications for
booking flights on commercial airlines. Passengers can buy tickets instantly online using
a computer or smart phone; there is no longer a need to spend time on the phone with a
ticketing agent or travel agent. Travel reservations can be made, changed, or cancelled
at the click of a mouse.
The use of kiosks at airports has increased significantly over the past couple of years.
Passengers can check in, change seat selections, or choose alternate flights without
having to wait in long lines to speak with a gate agent. The kiosks are user friendly and
eliminate the need for personnel to be at the desk at all times. While the use of kiosks
has been generally successful, there are times where computer malfunction or a lack of
technologic savvy results in frustrated passengers.
Security screening processes by the Transportation Security Administration (TSA) have
become increasingly stringent since the terrorist attack on September 11, 2001. The
development of advanced metal detectors, body scanning devices, and pat down
processes has increased the level of safety for passengers, but also frequently increases
the wait time for travelers passing through security screening checkpoints. Increased use
of technology in screening has also created the need for facility upgrades at the
commercial airports.
Chapter 7: Aviation Trends and Technologies 7-13
7.3.c Military Operations
Military units in Iowa are tenants of six airports across the state, which serve Boone,
Davenport, Des Moines, Fort Dodge, Sioux City, and Waterloo. Activities at the on-site
military units boost both the local and statewide economies. The annual economic
activity of these units is estimated at nearly $300 million annually. Military operations are
forecasted to remain constant over the planning period of the IASP, at approximately
24,300 operations. Therefore it is important for the airports who serve as a home to an
on-site military unit to continue to support these military operations which benefit the local
community and the State of Iowa.
7.4 Sustainability and Technologies In recent years, the popularity of addressing sustainability has been a focus of many
airports in the United States. While there are differing opinions on the definition of
sustainability, the FAA’s Sustainable Master Plan Pilot Program identifies sustainable
actions as those that:
• Reduce environmental impacts.
• Help maintain high and stable levels of economic growth.
• Help achieve social progress through a broad set of actions that ensure
organizational goals are achieved in a way that is consistent with the needs and
values of the local community.
Sustainability is anticipated to also be an important topic affecting the operation of
airports in Iowa throughout the next twenty years. This section identifies some initiatives
that airports may implement to increase sustainability.
7.4.a Construction Material Recycling Airfield construction and improvement projects have the potential to generate a significant
stream of solid waste. Recycling airfield construction materials, such as concrete and
asphalt, provides a method to reduce the volume of waste deposited by airports into
landfills. These materials can be ground up and reused as a base layer prior to the
application of new pavement or in the creation of new pavement itself.
In addition to recycling airfield construction materials, another common practice is to
convert existing runways into taxiways when new runways are constructed. Although
pavement still needs to be properly maintained throughout its useful life, reuse reduces
the total amount of required material, excavation, and construction vehicles needed for a
given project. If airports in Iowa were to consider reuse of pavements as well as ways to
recycle construction materials, a considerable amount of money and resources could be
Chapter 7: Aviation Trends and Technologies 7-14
saved and used to develop additional infrastructure or update existing facilities as
needed.
7.4.b Airfield Lighting Airfield lighting is responsible for a significant
portion of an airport’s energy consumption. In
recent years, implementation of Light Emitting
Diodes (LEDs) has occurred at a number of
airports both in the U.S. and worldwide.
According to Hella, a producer of airfield lights,
LEDs typically deliver a service life of up to
50,000 hours which is significantly longer than
traditional halogen bulbs. This contributes to
less energy consumption at airports across the state.
According to a sustainability study conducted by the Hawaii Department of Transportation
after the 2007 installation of LED taxiway light fixtures and guidance signs at the
Honolulu International Airport, an annual reduction of 600,000 kilowatt-hours (kWh) of
electricity was achieved. Although the initial cost of LED lighting is higher than that of
traditional lighting types, LED lighting could be cost-effective for several airports in Iowa,
particularly those with higher levels of aircraft operations which necessitate longer
periods of lighting use.
7.4.c Green Building Construction An additional component of airport sustainability is construction of ‘green’ infrastructure.
Sustainable design standards, such as those identified by the Leadership in Energy and
Environmental Design (LEED) rating system, provide the framework for efficient, more
environmentally mindful practices that can be used in building construction techniques.
According to the Environmental Information Administration, buildings account for
approximately 40 percent (40%) of the primary energy use in the United States. In an
effort to reduce the amount of energy consumed by buildings, some trends in recent
years that have garnered interest include:
• Certification and audit of sustainable building design through guidelines
established by such programs as LEED, Green Globes, and Energy Star.
• Reduction of waste generated through recycling programs.
• Zero Energy Buildings (ZEB) that are energy self-sufficient and produce no
carbon emissions.
Chapter 7: Aviation Trends and Technologies 7-15
Airport improvement projects are increasingly calling for construction that incorporates
green building design. Several upgrades that can be made to existing infrastructure
include:
• Automated building controls – Controls reducing the level of heating,
ventilating, and air conditioning (HVAC) during periods when a building is
unoccupied can contribute to lower energy consumption.
• Electric powered ground support equipment – Ground support equipment
powered by electricity instead of gasoline can reduce or eliminate carbon
emissions produced from these devices.
• Energy audit – Performing an energy audit can help identify areas where energy
conservation can be realized through improvements to utilities, building design,
and insulation.
• Geothermal heating and cooling – Utilization of geothermal processes to heat
and cool a building can reduce dependence from outside energy sources.
• Landfill diversion program – Recycling programs can reduce or eliminate the
solid waste stream generated as a result of day-to-day airport activities.
• Lighting/lamp replacement – Use of LED lighting to replace traditional forms of
building lighting filaments can reduce energy consumption.
• Occupancy/daylighting sensors – Devices such as timers and sensors can
reduce or shut off power to areas during periods of inactivity.
• Photovoltaic solar panels – Harnessing the sun’s renewable energy to power
various building utilities can reduce dependence on outside energy sources.
• Solar thermal – Energy gained from sunlight can be converted to thermal energy
and used to heat water or air for commercial use.
• Thermal storage – Storing thermal energy obtained through renewable
resources can provide a method to utilize renewable energy at a later time.
Many of these green building design principals can be applied to existing and future
airport buildings across the state. Incorporating sustainable building design will allow
buildings throughout the aviation system to become more energy efficient, benefiting both
airports and the environment.
7.4.d Sources of Alternative Energy
An alternative energy source that has gained some attention from airports of late is wind
energy. Some airports have installed small wind turbines to generate power. In 2008,
Boston Logan International Airport had 20 small wind turbines installed atop the Logan
Center that generate approximately 100,000 kilowatt-hours annually, according to the
City of Boston’s Department of Environmental and Energy Services. Solar, wind,
geothermal, and other sources of alternative energy will likely become increasingly
important as utility costs increase and governments push incentives to reduce emissions.
Velocities of local winds commonly found in Iowa favor the use of wind turbines to
Chapter 7: Aviation Trends and Technologies 7-16
generate energy. Today, numerous wind turbines are found across the state, generating
energy for various entities. This alternate source of energy can be captured at airports;
however, the placement of wind turbines and hazard lighting must be compatible with
aircraft operations.
In addition to capturing energy from wind, the capturing of energy from the sun has
become a popular topic for use at airports as well. Several airports have installed solar
panels on top of terminal buildings, which store energy used to power a variety of
elements at an airport. Continual advances in solar technology result in the availability of
products at a lower cost. This decrease in initial investment cost allows airports to take
advantage of this alternative energy source which once may not have been possible. It is
important for airports that utilize solar technology to take into consideration the possible
glare that can be emitted from solar panels and place panels at an acceptable angle so
that pilots can navigate without being blinded by reflecting light.
Other technologies related to alternative energy include the use of electric and propane
powered airport vehicles. Some airports nationally are using geothermal technologies to
heat and cool terminal buildings, which is also an alternative for airports within Iowa.
7.5 Biofuels As the aviation industry continues to grow, so
does its need for fuel and the size of its carbon
footprint. Aviation greenhouse gas emissions
and their impact on climate change are a
concern for the industry. Rising crude oil prices
and proposals from the Environmental
Protection Agency (EPA) to phase out lead from
aviation fuels has concentrated efforts towards
the use of sustainable means to power aircraft.
Organizations such as the International Air Transport Association (IATA) support the
research, development, and use of sustainable fuels. Also known as biofuels, they are
derived from renewable biological carbon resources (biomass), such as animal waste,
food crops, wood, or plant material. Use of biofuels will help the industry gain energy
independence, reduce greenhouse gas emissions, and leverage stability in an
unpredictable worldwide fuel market.
First generation biofuels are derived from sugar-rich or starch-rich food crops, but are not
suitable for use in the aviation industry because they do not meet the performance or
safety standards required for modern jet engine use. Second generation biofuels, or bio-
derived oils, can be chemically converted or used directly for jet fuel. Plants such as
camelina, which can be grown as a rotational crop with cereal grains, and corn, a crop
Chapter 7: Aviation Trends and Technologies 7-17
significant to the agricultural economy of Iowa, are two such species that can be
produced within the state. Third generation biofuels are derived from algae and are
currently being researched by the Defense Advanced Research Projects Agency
(DARPA) in an effort to develop an affordable and highly efficient alternative process fuel
for U.S. military aircraft.
Biofuels are currently being tested in the aviation industry, and a few blends have been
used successfully. Industry studies show that biofuel blends meet or exceed all technical
parameters for commercial jet fuel and present no adverse effects on engines or their
components. Blended fuels have greater energy content by mass than Jet A fuel, which
could lower fuel consumption per mile of flight. A variety of fuel blends have successfully
been tested, including a fuel derived from jatropha on an Air New Zealand flight; a blend
of jatropha- and algae-based fuels on a Continental flight; and a jatropha-, algae-, and
camelina-based blend on a Japan Airlines flight.
As flight testing proves to be successful, the American Society for Testing and Materials
(ASTM) is preparing for the future introduction of biofuels into the aviation industry.
Boeing and other industry players have submitted biofuel research reports to the ASTM
for approval, which in turn will prepare for review and endorsement. Once ASTM biofuel
standards are specified, Boeing expects biofuels will go into production shortly thereafter.
The aviation industry is motivated to develop fuels that can be mass produced at a low
cost and high yield with minimal environmental impact. Second and third generation
biofuel sources can be cultivated in a sustainable manner and their use can significantly
reduce the aviation industry’s environmental footprint. The IATA set a goal for its
members to use ten percent (10%) biofuels by 2017, with a 25 percent (25%) emissions
reduction per passenger by 2020 and 30 percent (30%) by 2025.
The success of biofuel production and use requires a significant investment of time,
cooperation, and funding from both the aviation industry and worldwide governmental
bodies. A sound policy framework for sustainable production methods is required with
extensive research and monitoring needed on the positive and negative impacts of
biofuel production and its use on biodiversity and socioeconomics. As petroleum based
fuel prices continue to jeopardize the future of aviation, biofuels represent a critical
component for economic survival and sustainability.
Advances in biofuel technology may benefit Iowa in multiple ways. Along with providing
an alternative fuel source for aircraft, the state’s strong agricultural economy is well suited
to supply crops for production of these sustainable fuels. Airports throughout the aviation
system have the potential to provide biofuels manufactured in Iowa, benefiting the
industry, the environment, and the state’s economy.
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7.6 Summary Aviation related activity in Iowa has been affected by the recent economic downturn, but
the outlook of the overall system appears to be strong. The Iowa Department of
Transportation reported in its 2009 Aviation Economic Impact Report that aviation
supports 47,000 jobs across the state and has an economic impact of more than $18
billion. Projections of aviation demand show steady growth in aircraft operations,
passenger enplanements, and the number of based aircraft. In addition, there is a
growing demand in the corporate/business aviation sector, as well as in the development
and implementation of new technologies such as alternative energy sources and green
buildings. All of these elements may impact both the short- and long-term growth of
aviation in Iowa; therefore, preparing the aviation system to adapt to these changes is
important.